Train order stand



- Oct. 17, 1950 H. s. LOEFFLER ETAL 2,526,145

' Filed Aug. 19, 1947 TRAIN ORDER STAND 4 Sheets-Sheet 1 Oct. 17, 1950 H. s. LOEFFLER ETA}. 2,525,145

\ TRAIN ORDER smm Filed Aug. 19, 1947 4 Sheets-Sheet 2 Oct. 17, 1950 H. s. LOEFFLER ET AL TRAIN ORDER STAND Filed Aug. 19, 1947 4 Sheets-Sheet 3 Oct. 17, 1950 H. s. LOEFFLER ET'AL 2,526,145

TRAIN ORDER STAND 4 Sheets-Sheet 4 Filed Aug. 19, 1947 Patented Oct. 1 7, 1950 UNITED STATES PATENT OFFICE TRAIN ORDER STAND HenryS. Loeflier and George V. Guerin, Jr.,

. St. Paul, Minn.

Application August 19, 1947, Serial No. 769,492

'andadapted to move from an extended position projecting outwardly from said standard and to a retracted position lying along said standard.

Another object of the invention resides in pivoting the arm about a pivot having a substantially horizontal axis.

Another object of the invention resides in mounting the train order holder at the end of said arm and in providing a movable counterweight, the position of which can be adjusted, for counterbalancing one or more train order holders and arm.

Another object of the invention resides in providing a train order stand utili'zing'a support and a mounting for the train order holder yieldably carried by the support and adapted to move in the direction of movement of the train to move the holder out of position.

Another object of the invention resides in providing the mounting and support with frictional engaging surfaces and in further providing resilient means for urging said mounting and support into frictional engagement.

Another object of the invention resides in pivotally attaching the mounting to the support by means of a bolt and in employing a spring on the bolt for urging the mounting and support into frictional engagement with one another.

Another object of the invention resides in providing an improved socket for the reception of the train order holder and in further providing friction means for detachably holding the train order holder in the socket.

Another object of the invention resides in .providing a train order stand that can be erected between adjacent railway tracks and which can be used to deliver train orders to trains operating in either direction on either one or both of said adjacent tracks.

Another object of the invention resides in providing a train order stand having a plurality of branches each'formed with a support and in yieldably mounting on said support corresponding mountings in which train order holders are separately supported.

' Other objects of the invention reside in the novel combination and arrangement of arts and 6 Claims. (01. 258-23) i 2 in the details of construction hereinafter illustrated and/or described.

The present application is a continuation in part of our application Serial No. 602,000, filed June 28, 1945, entitled Train Order Standsynow Patent No. 2,427,645, dated September 16,1947.

In the drawings: 1 Fig. 1 is a plan view of a train order stand-in accordance with one embodiment of the invention, with the train order arm shown in extended horizontal position;

Fig. 2 is a side elevational view thereof illustrating the stand at one side of a trackway;

Fig. 3 is a side elevation of the stand on a larger scale than in Fig. 2 and with the train order arm in lowered or retracted position and th train orders removed from their sockets;

Fig. 4 is an end elevation of the train order stand with the arm shown in retracted and locked line '5-5 of Fig. v'7 showing the mounting of the train order arm with reference to the uprights composing the support;

Fig. 6 is a detail top plan view showing the mounting of the train order arm on the upright standard, the latter being shown in section on line 6-6 of Fig. 2 and the parts being shown on a still larger scale than in Figs. 3 and 4; i

Fig. 7 is a side view of the parts shown in Fig. 6;

Fig. 8 is a detail view showing themeans for locking the train order arm in retracted position; Fig. 9 is a detail View of an improved form of socket member for holding the removable. train order shafts; s

Fig. 10 is a bottom plan view of the same; I

Fig. 11 is a section on the line Il-ll of Fig.9, but on a larger scale, with parts shown in elevation;

Fig. 12 is a plan view showing an improved form of branched bracket carried by the train order arm and carrying in turn a plurality of diverging supports for train order sockets;

Fig. 13 is a diagrammatic plan view illustrating the operation of the train order stand at one side of a trackway;

Fig. 14 is a view similar to Fig. 12 but showing a slightly different form of bracket designed for use where the train order stand is interposed between a pair of trackways shown in Fig. 15; and

Fig. 15 is a diagrammatic planview similar to 3 but showing the train order stand equipped 3 with brackets of the type shown in Fig. 14 and arranged between a pair of trackways.

As shown, the train order stand includes a standard It comprising two spaced uprights II and I2. The standard may either be located at one side of the trackway 3, one rail of which is indicated at T, as illustrated in Figs. 2 and 13, or the same may be turned at right angles to the position shown. in Figs. 1 and 13 and may be located between a pair of trackways T, T, as illustrated in Fig. 15.

The uprights II and I2, as shown, are channel shaped in form, being arranged with their flanges III! facing one another and in spaced relation to one another. The uprights II and I2 may be welded or otherwise attached to a base I3 which is mounted on a foundation III situated at a proper locality with respect to the railroad track or tracks T for the servicing of trains passing thereover. The two uprights II and I2 are preferably secured tcgether at their upper ends in any suitable manner, as by means of the straps I5, I5 which may be Welded or riveted to the uprights.

At the upper portion of the standard i6, but substantially below the straps I5, there is mounted a bracket I98 extending laterally from the standard and designed to support the rear end or an extension of a pivoted train order arm I6 when the same is in horizontal position as illustrated in Figs. 1, 2, 6 and 7. As shown in Figs. 6 and. 7, the bracket I96 comprises a pair of spaced arms IIlI, I52 welded or otherwise secured to the ends of the flanges Ht) of the uprights II and I2 which make up the standard II). The bracket arms IGI and. I532 are shown as connected near their outer ends by a base I33 upon which a rear portion of the train order arm I6 is adapted to rest when in raised or operative position. The train order arm It is mornted in a pivoted casting I84 to which it may be secured as by welding, and carried by the casting I04 and secured thereto as by depending cars is a suitable bearing member or fitting I l' extend,- ing at right angles to the axis of the train order arm I6, through which extends a pin I8, the ends of which project through the side plates or arms I51 and I52 of the bracket I55. The pin I8 provides a pivot for the train order arm I6, which pivot or axis is spaced from and at right angles to the axis of the train order arm I5 and the pivot casing I95. It will be noted that the arrangement is such that the casing I94 and the train order arm I 5 carried thereby will be housed within the confines of a standard when the arm I6 is swung downwardly to the retracted pofition shown in 3 and i, a'though the pivot itself will be outside the standard.

The arm I6 may be provided with a rear extension I9 upon which is mounted a counterweight 20 which may be secured in any desired position by any suitable means, such as adjust-- ing nuts 2|. The purpose of the counterweight is to adjust the balance of the arm I5 and the attachments thereto, and to retain the train order arm and the elements secured thereby in horizontal position with a portion of the weight supported on the base I33 of the transverse bracket Hill. The counterweight may be adjusted to a position such that the assembly will remain in horizontal position until positively moved to retracted position as by means of the handle III, although the counterweight will ordinarily not be moved so far to the rear that it is d'fiicult to move the train order arm to retracted posito the angular extensions I 2I and I22.

tion when desired. That is to say, the counterweight and the rear portion of the arm substantially balance the front part of the arm and its attachments.

The space between the uprights I I and I2 is sufficient to house the arm I5, extension I9 and the counterweight 29 therebetween, as well as the attaching mechanism secured to the end of the arm I6. When the arm I6 is in retracted position said arm engages a back-stop 22 secured to the uprights II and I2 at a suitable location spaced below the bracket I00, and the arm may be retained in place by means of a swinging hasp 23 pivoted to one of the uprights, which hasp coacts with a latch casting hi5 and may be retained in place by means of a suitable padlock I96 employed in connection therewith.

For use in conjunction with the train order stand, a number of train order holders 24 may be employed which are constructed in accordance with common practice. Since all of the holders are identical in construction, and since the method of supporting the same is similar, only the holder 24 and the supporting structure therefor will be described in detail. The train order holder 24 comprises a shaft 25 from which a fork 26 issues. This fork has prongs 21 and 28 which loosely support a cord 29 to which the train order 3| is secured. When the train passes the train order stand, the train man grasps the order 3I, disengaging the cord from the fork 2B and takes the order and cord with him.

In the construction shown in Figs. 2 and 12 the structure for supporting the train order holder 24 comprises a bracket 32 in the form of a bent metal strap having a base portion I20 Welded to the end of the arm It and having angular extensions I2I and I22 to which are removably secured a plurality of base plates for the socket members, which, together with the base plates, removably support the shafts 25 of the train order holders.

As shown in Fig. 12, pairs of inner and outer base plates I23 and I24 are adapted to be secured Each of the base plates I23 and I24 is bent angularly beyond the strap extensions I2| and I22 to provide extension base plates I25 to which the socket members are secured.

The pairs of plates I23 and I24 are held in their respective extensions I2I, I22 by means of spring-pressed bolts I22 provided with suitable nuts I27, wa hers I28 and springs I29. This arrangement permits rotary adjustment of the plates I23 and I24 about the bolts I26 and also permits limited inward and outward movement of the plates I23 and I24 against compression of the springs I29. Thus the plates I23 and I24 and their extensions I25 may be rotated to any angle from 0 to about the bolts I26.

Carried by the extension plates I25 are yieldingly mounted spring-pressed sockets 4| for releasabl holding the shafts 25 of the train order holders in conjunction with the extension plates I25. In the construction shown four such sockets are employed, including two outwardly extending sockets indicated at 410, secured to the outer faces of the outer exten ion plates I25, and two inwardly extending sockets indicated at Mo secured to the inner faces of the inner extension plates I25.

As shown, each of the sockets 4| is substantially U or V-shaped in cross section, being open along the side adapted to face the extension base .plate I25 to form agroo've 42 which fits over the Such mechanism includes, in addition to the bolt 44, a coil spring 45 encircling the bolt, a washer 46 and a nut 41 permitting desired adjustment of the Lcom'pression .coil spring. 'One end of the spring 45 engages the washer 46. while the other fits into a cup shaped depression I30 '(Figs. 9 and 10) formed in the rear portion of the socket member 4I and having an-opening I3I therein to pass the shank of the bolt 44.

'At the extreme rear of each socket member 4| is a fulcrum member in the form of a rounded boss: I32 extending slightly below the level of the remainder of the under side of the socket, said boss permitting the socket to be moved toward and away from its respective base plate I25 when the train order shafts 25 are removed or inserted I In order to guide and limit the pivotal movement of the socket M a pair of downwardly extending ears I33 are provided at the forward end of the socket, which embrace between them the edges of the base plate I25, and the socket may also be" provided with a pin I34 extending be- ;tween the ears and underlying the base plate I25. The forward end 52 of each socket 4| is preferably flared outwardly to facilitate insertion of theshaft 25 of the train order holder in the groove 42 of the socket. The depth of the groove 42 is less than the diameter of the shaft 25 so that the spring 45 acting through the Wall of the socket 4| operates to force the shaft 25 into frictional engagement with thebase plate I25 to thereby hold the train order holder in its proper adjusted position;

The form of bracket 32 disclosed in Fig. 12 is particularly designed to be mounted at one side of a trackway T as diagrammatically indicated in Fig. 13, with the transverse arm I 6 extending out from the upright II] at right angles to the trackway, and with the attachments, including train order holders 25, all projecting generally toward .the track, although the angular position of each of the four plates I23 and I24, with the attach- ;ments carried thereby. may be varied as desired .byrotation from 0 to 90 in either direction 'about the pivot bolts I26, as previously described.

,The train order stand may also be mounted between two trackways T, T, as diagrammatically illustrated 'in Fig. 15, in which case a slightly different form of strap bracket may be secured to the transverse arm. This form of bracket is shown in Fig. 14 and is indicated by the numeral 32. This bracket includes a transverse base portion I29 extending at right angles to the arm I6 and a pair of arms I2I and I22 parallel to each other and to the center rod I6. Additional intermediate arms may be employed if desired.

Base plates I23 and I24 corresponding generally to base plates I23 and I24 of the previously described embodiment may be adiustably attached to the extensions I2 I, I 22'. and such base plates include extensions I25 which constitute the base portions for socket members 4|, similar to the sockets 4I previously described, and secured to their respective base plates I25 by spring-pressed bolts 44' in,the same manner as the sockets 4I. These sockets are. adapted to receive the shaft holders 25' in the manner previously described in connection with the embodi-z ment'shown in Fig. 12. I

: In'Fig; 15 the upright I0 is shown as turned at right angles to the upright I0 indicated in Fig. 13, and is located intermediate a pair of trackways T, T. The train order arm I6, instead of extending toward one of the trackways, extends parallel to said trackways, and where brackets 32 with parallel arms are employed according to the embodiment shown in Fig. 14 the arms I25, together with the socket members and train order holder shafts 25" carried thereby, may be turned at right angles to the extensions" I2I' and I22 about the spring-pressed holder bolts I26. Thus the train order holders may be used with either trackway, depending on the direction in which the attachments are rotated about the spring-pressed bolts I26. One such position is indicated in full lines at a in Fig. 15, and another in dotted lines at b in the same figure. Thus the strap members I23 and I24 carrying the yielding sockets 4| may be turned at any angle to the fixed brackets 32 from 0 to owing to the pivotal mounting of such straps about the spring-pressed bolts I26, so that the train order stands may be made up for installationadjacent to a single track or for installation either beside a single track or in between doubletrack main lines.

The invention has been described in detail for the purpose of illustration, but it will be obvious that numerous modifications and variations may be resorted to without departing from the spirit of the invention. a

We'claim: I

1. A train order holder supporting device for use in connection with the transverse arm of a train order stand, comprising a flat bar adapted to be carried by the transverse arm, and a socket member coacting with said bar to yieldingly receive and releasably retain one end of the shaft of a train order holder, said socket member being substantially trough shaped and having its open side facing said bar, and means hingedly and yieldingly connecting the trough to the bar to allow limited swinging movement of the socket toward or away from the bar to permit insertion or removal of the train order holder shaft, said yielding means including a spring pressed bolt extending through the trough and bar, and said hinged means consisting of a down turned end :portion on the trough engaging said bar and serving as a fulcrum in the swinging movement of the socket with reference to the bar, and means spaced apart lengthwise from said fulcrum and from said bolt coacting with the bar and socket for limiting the swinging movement of the socket with reference to the bar, said limiting means including a pair of ears adapted to embrace the edges of said bar, and a pin connecting said ears 1 and underlying the bar.

2. A train order stand comprising a standard including a pair of spaced uprights, a bracket mounted intermediate the ends of said standard and comprising a pair of spaced bracket arms secured to the respective uprights and extending horizontally in one direction therefrom, a cross member connecting said bracket arms at a substantial distance from said uprights, a normally horizontal train order arm pivotallymounted intermediate its ends between said bracket arms at a point just outside the limits of the spaced uprights, train order holders extending from the end of said train order arm on the side opposite said pivot and a counterweight "mounted 'on the other end of the arm and slightly overbalancing the .train order holders whereby the train order arm and the holders are normally maintained in horizontal position with said cross member serving as a stop, and means for moving said arm to vertical position, the space between said uprights being sumcient to allow the train order arm and the counterweight to enter the same, said counterweight being adjustable along the end of the train order arm on one side of the pivot to compensate for variations of weight on the other side of the pivot.

3. A train order stand comprising a standard mounted between a pair of trackways and including a pair of spaced uprights, a normally horizontal main train order arm-pivoted between said uprights and adapted to be swung 90 in an arc the plane of which is parallel to the tracks, to ,permit the arm tobe housed between said-uprights, a forked bracket carried at the end of the main arm including a pair of straps having wide fiat surfaces extending in a direction parallel to :the tracks, and train order holder supporting devices carried by said straps and mounted on pivots transverse to said fiat surfaces whereby the holder supporting devices may be swung about their pivots :toward either of said tracks.

4. A train order stand comprising a standard mounted between a pair of trackways and including a pair of spaced uprights, a normally horizontal main train order arm pivoted between said uprights and adapted to be swung 90 in an arc the plane of which is parallel to the tracks, to

permit the arms to be housed between said uprights, a forked bracket carried at the end of the main arm including a pair of straps having wide fiat surfaces extending in a direction parallel to the tracks, train order holder supporting devices carried by said straps and mounted on pivots transverse to said flat surfaces whereby the holder supporting devices may be swung about their pivots toward either of said tracks, and train order holders having shafts frictionally carried by said supports.

5. A train order stand comprising a vertical standard adapted to be located adjacent a railway track, and comprising a pair of spaced uprights, a normally horizontal main train order arm pivotally mounted intermediate its ends between the upper and lower ends of said uprights and adapted to swing in a vertical arc, train order holders having shafts releasably carried at one end of said arm, stop means carried by said standard adjacent the pivot of said :main-tra'inorider :arm, counterweight means slidably mounted onthe end of the main arm remote from the holder supports, and coacting with said stop to normally hold'said arm in a horizontalposition, andmeans on said arm for yieldingly retaining said train order .holder shafts comprising a metal carrier strap secured to the end of the arm and having divergent extensions, a plurality of base plates yieldingly attached to opposite .sides of said extensions, and yielding socket members carried by said base plates and coacting therewith to frictionally engage said shafts.

6. A train order stand comprising a vertical standard adapted tobe located adjacent a railway track, and comprising a pair of spaced uprights, a normally horizontal main train order arm pivotally mounted intermediate its ends between the upper and lower ends of said uprights and adapted to swing in a vertical are, train order holders having shafts releasably carried at one end of said arm, stop means carried by saidstandard adjacent the pivot of said main train order arm, counterweight means slidably mounted on the end of the main arm remote fromthe holder supports, and coacting with said stop to normally hold said arm in a horizontal position, and means on said arm for yieldingly retaining'said train order holder shafts comprising a metal carrier strap secured to the end of the arm and having divergent extensions, a plurality of base plates yieldingly attached to opposite sides of said extensions, and yielding socket members carried by said base plates and coacting therewith to frictionally engage the" shafts of train order holders, said base plates being pivotally mounted and movable from 0 to 90 with reference to the carrier strap. HENRY 'S. 'LOEFFLER. GEORGE V. GUERIN, JR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED. STATES PATENTS- Loefiler et a1 Sept. 16, 1947 

